Running gear and spring suspension for motor vehicles



July 12 1960 G. H. TABER I RUNNING GEAR AND SPRING SUSPENSION FOR MOTORVEHICLES Filed June 14, 1957 9 Sheets-Sheet 1 ATTORNEY! July 12,1960

RUNNING GEAR AND SPRING SUSPENSION FOR MOTOR VEHICLES Filed June 14,195? G. H. TABER 2,944,832

9 Sheets-Sheet 2 ATTORNEY:

July 12, 1960 G. H. TABER I RUNNING GEAR AND SPRING SUSPENSION RoR MoToRVEHICLES Filed June 14, 1957 INVENTOR. l Georg H. Taberv BY v M/Yham,

ATTOR N EYS July 12, 1960 RUNNING GEAR AND Filed June 14, 195'? G. H.TABER 2,944,832

SPRING SUSPENSION FOR MOTOR VEHICLES 9 Sheets-Sheet 4 ATTORNEYS July 12,1960 Filed June 14, 1957 G. H. TABER RUNNING GEAR AND SPRING SUSPENSIONFOR MOTOR VEHICLES 9 Sheets-Sheet 5 George H.Tobery ATTORNEYS July 12,v1960 G. H. TABER 2,944,832

RUNNING GEAR AND SPRING SUSPENSION FOR MOTOR VEHICLES Filed June 14,1957 9 Sheets-Sheet 6 32s els O INVENTOR. 89 90 George H. T'clberATTORNEYS July 12, 1960 G. H. TABER 2,944,832

RUNNING GEAR AND SPRING SUSPENSION FOR NoIoR VEHICLES Filed June ,14,1957 9 Sheets-Sheet 7 #www Rz:

305 4u @ma ATTORNEYS July 12, 1960 G. H. TABER 2,944,832

RUNNINGl GEAR AND SPRING SUSPENSION FOR MOTOR VEHICLES Filed June 14,1957 FIG. I4. 5

9 Sheets-Sheet 8 30 4 INVENTOR.

George H. To be r JBY V771 my ATTORNEY.S`

July 12, 1960 G. H. TABER RUNNING GEAR AND SPRING SUSPENSION FOR MOTORVEHICLES Filed June 14, 1957 9 Sheets-Sheet 9 FIG. 20.

INVENTOR. George H.Tober ATTORNEYS RUNNINGTGEAR SPRING SUSPENSION FORMOTOR VEHICLES George H. Taber,"762 E. Water St., Elmira, N.Y.

Filed June `14, 1957, Ser. No. 665,784

29 Claims. v(Cl.l 280124) Thisr4 invention relates generally toimprovements in the runninghgear for motor vehicles,.particularly; but.fnot exclusivley, to passenger vehicles; and'-thevterm"rnnning gearhere employed 1 contemplates bothf the spring` suspension mechanismsan'dthe steering mechanism"forithe vehicle, which spring suspension andsteeringmechamsms are lparticularly designed for cooperative` operationorfaction to jointly contribute to the attainment oflth'e'severalobjects hereinafter particularly pointed `out.

rl'he present invention is based broadly upon the disclosures of myprior applications SerialNo. 432,356', nledf'May 26, 1954, andnow Patent2,907,578; Serial' No. 504,807, tiled April '29, 1955,?and-noWPatent-'2,'9O4,J343; and Serial No.` 591,449, led Junco, 195 6;'and now -P'atent 2,913,253. y

As pointed out in the applications above referredto, motor vehiclesgenerally, and particularlyl'pleasur'e cars of current body styling,have reduced the spacing between the body frame members andthe roadwaysnrfaceto such' an extent that'the amount of vwhat is known'asthe jouncespace between the running gear members and the adjacent or underlyingparts of the bodyY and chassis frame, is insuicient to* properly providefor the best riding and steering conditions of the vehicle, this'space;in substantially all makes of cars,` beingin the neighborhood of 21/2inches. Between the rear'axle housingof the vehicle and the body supportframe' thisspace'is slightly greater but is still small as itisonlyabout' inches. Accordingly, in the use of coil springs intheconventional four locations for the vehicle springs, forbody support orsuspension, the rate of such springs must .be high to support body loadsin order to prevent the body frame from riding on the rubber bumperswhich are interposed between the running gear andthe body frame members.

With such reduced jounce space between the `running gear and the bodystructure at thefrontand rear ofthe vehicle and the necessity ofproviding conventional springs of. high. strengthor high Vspring rate,even though such coil springs are free from any frictionalIsnubbingtaction such as may be found in leaf spring constructions, thehigh spring rate necessary or required .tocompensate for passengeroverloads results in: powerful spring rebound action when the vehicleWheels ride over. a-rise -inthe road or drop into a depression, whichconsequently-requires recoil snubbers of. sufficientsnubabilityto snubor retard the rebound energy momentarily storedor built up in theresilient suspension elements.

The character of currently used spring recoil snubbers, whether ofthe'hydraulic or the strap types,` is l-such that upon theV commencementofrebound, they momentarily quite rigidly tie in the body withv therunning gear'and reduce or destroyvthe suspension exibility of thesuspension mechanism and this is particularly emphasized in zeroWeather.

Also, becauseof .thefpresent location of the-resilient support means fora vehiclefbodyfbeing too far below the body center of gravity, upon themaking` of a steering turn, particularly where the vehicle is travelingat a l 2344,32 Patented 'July 12, l 960 relatively rate of speed,inertial ofthe entire car body-andwth`e 'passenger loadcauses the car`body to tend to'efollow'` a straight line of travel, thereby producinga contrary: transverse inclination of the car body whichproducessin'thesteerable wheels. of an independent'wheelsuspensionstructure, a powerful' tractional steering urge contrary tothe Wheel axiscamberand opposing that re'- qnired :for,the..intendedsteering direction.`

The presentinvention haslfor its objects broadlyto not only'- eliminate,.or'i at least reduce to aconsiderable degree, ,theundesirableiconditions above Aset forth associated. with a present:Y or i known`.motor vehicle suspension systems, in the-:manner and by thevmeansdisclosed in my prior`V applications, but'toprovidea numberoffimprovements" and ren'ements of 'thel mechanismv of a characterorrformfpatentabiy distinct from the structures of the prior:applications by means of which the-elimination of thecstatedlundesirablevconditions is .effected 1in -a `greatly improved and 'more ,efficientmanner; f

Another object of 'the-invention is toi provide a'`selectiveapushtbutten lcontrolsystern by means lofwhich either off two`states ofresili'ent riding suspension and steeringconditionsmaybe-had.A

Itfis -another object Iof the invent-ionfto provide a'novelcontrolim'eansassociatedf'with the foot accelerator pedal ofthe motorvehicle by means of whichgwh'en 4th'evehicle bodyfisfin anelevated'state with respect to the running gear, the transverseinclination of the vehicle body to theflrighttor-to'the-,leftcan-'be'rapidly effected for the purpose- Aof'` relating th'e steerablewheel camber axis to the direction of steering vlata desired orpropermoment yprior-to the'makingo'ffa steering t'rn.

Irirny vprior Patent 2,913,253 `the spring suspension disclosedlernb'odiesla' horizontally disposed spring adjacent to, above andnwardlyof-eacho'f-the'wheels ofthe vehicle* structure,v withA iluidpressure means for changing the spring rate and `for effecting-theelevation of the vehicle bodyl above the running gear, th'e elevationmechanism embodying thrust cams-connected with the vehicle body and `inalignment with` 'the horizontallyl disposed` lsprings and the fluidpressure mechanism associated with each spring.4 Anobject of the presentinvention is to provide an'ewl and novelsupporting'mea'ns for such"lhorizontally disposed 'suspension springs'and thrust cam by means ofwhiclr the body` structure may be elevated, in which the springs andthrust cams 'aredisposed in sucha position as tofprovidc' -for a greateramount of under hood space and also to'make `possible employment ofshorter springs at the front "end'of the vehicle without sacrificing anyof the desirable features associated with the structures ofthe precedingapplications.

Still another object of the invention' is tor provide a novelpositioning and manner of supporting'th'e hydraulic body elevating unitsinsuch1 locations that the units at the forward end of the vehicle willybel disposed above ythe'center of gravity of the car body and the unitsat `the rear ofthe vehicle will `be located below the center of gravityofthe car bodytocounterbalance the forward units and tosubstantially'cancel any contrary inertia effects resulting from the`location of the front body elevating unit above the car body center ofgravity.

Persons skilled in the automotive art are aware that in the steering ofthe motor vehicle along a curved path, as when rounding a turn, arollingv motion is` imparted to the vehicle which results in atendencyofthe rear Wheels to steer'awayfrorn the straightline which the vehiclehas been travelingv and in la direction contrary vto the directionofsteering of the front wheels.. ltis accordingly an" object of vthepresent Vinvention tot provide frontf and. rearcwheel suspensions'whichare related in a new and novel manner, whereby,V this tendency for therear wheels to take a direction of movement contrary to 2,944,832 Y Y 'ethat of the steerable front wheels is reduced or overcome, thusimproving the steerability of the vehicle.

Another object of the' invention is .to provide, in a manner ashereinafter set forth, a means whereby steering knuckle members of thesteerable wheels of an automotive vehicle in a so-called independentwheel suspension system, resiliently support the vehicle body throughthe medium of an adjustable cam interposed between such knuckle membersand a horizontally disposed coil spring whichV is laterally offset withrespect to the cam, the rate of which spring can be varied by tiltinglyadjusting the cam with respect to a followerV engaged thereon and whichis urged thereagainst by the spring.

Another object of the invention is to provide in addition to theforegoing, a iluid pressure means for applying thrust to the camassociated with each suspension spring to elevate the vehicle body andalso lower the rate of the spring, with electric solenoid controlledvalves for electing the release of fluid from the fluid pressure meansfor applying thrust to the cam associated with each suspension springand with a control switch carried by each cam for grounding andenergizing the solenoid controlling the valve of the associated iiuidpressure means.

Still another object of the invention is to provide in addition to thestructure set forth in the preceding paragraph, a novel mounting for thegrounding switch carried by each of the cams whereby such switch canhave its position adjusted within certain limits on the supporting camto advance or retard its actuation by the adjacent thrust applyingmeans.

Still another object of the invention is to provide in association witheach of the cam carried solenoid grounding switches a means formaintaining a desired temperature around the cam carried switch wherebyto assure effective operation of the switch in zero weather.

Still another object of the present invention is to provide in a uidsystem of the character stated associated with an independent four-wheelspring suspension mechanism and fluid pressure operated means forelevating the vehicle body relative to the running gear, a novel singleoutlet hydraulic pressure pump for delivering uid to the fluid pressuremeans associated with each wheel suspension, having an electric solenoidcontrolled Valve for cutting the pump into and out of operation in thesystem.

Other objects and advantages of the invention will become apparent asthe description of the same proceeds, and the invention will be bestunderstood from a consideration of the following detail descriptiontaken in connection with the accompanying drawings forming part of thespecification, with the understanding, however, that the invention isnot confined to a strict conformity with the showing of the drawing butmay be changed or modied so long as such changes or modifications markno material departure from the salient features of the invention asexpressed in the appended claims.

In the drawings:

Fig. l is a View in top plan of a motor vehicle chassis frame andvehicle running gear showing the elements of the present invention onthe chassis frame and connecting the same with the running gear, the uidconduit system and electrical system being omitted for clarity;

Fig. 2 is a longitudinal sectional view in which the section is taken ina vertical plane through the rear portion of the structure shown in Fig.l, approximately on the line 2 2 of Fig. l and with parts not falling inthe section line, sectioned and/or broken away, the view being on anenlarged scale;

Fig. 3 is a longitudinal sectional view in which the section is taken ina vertical plane through the front end portion of the structure shown inFig. l, approximately on the line 3 3 of Fig. l and on an enlargedscale, with the front end portion of one side beam of the chassisomitted for clarity, a portion only of such side beam being shown toillustrate a vertical support;

Fig. 4 is a vertical transverse section taken approximately on the line4 4 of Fig. 2;

Fig. 5 is a front elevational view of the structure shown in Fig. l;

Fig. 6 is a view in top plan and on an enlarged scale of one of thehydraulic units showing the connection between the. unit and anoverlying portion of the frame structure at the front of the unit andbetween the rear end portion of the unit and the underlying runninggear;

Fig. 7 is a sectional detail on an enlarged scale taken approximately onthe line 7 7 of Fig. 6;

Fig. 8` is a sectional view on an enlarged scale taken approximately onthe line 8 8 of Fig. 6, illustrating the means for introducing fluidunder pressure into the hydraulic unit cylinder and the means forbleeding air from the cylinder to facilitate completely lling the latterwith the fluid;

Fig. 9 is a view in side elevation and on an enlarged scale of a camswitch, a portion of the supporting cam and a portion of the support armand thrust link, the switch housing cover being removed to show detailsof construction and illustrating in dotted outline the positions towhich the follower roller may move to effect closing of the switch;

Fig. l0 is a sectional view on an enlarged scale taken approximately onthe line 10-10 of Fig. 9;

Fig. 1l is a schematic diagram of the fluid system includingdiagrammatic showing of the fluid pump, the electromagneticallycontrolled valve associated with'the pump or forming a part of the pump,the pairs of electromagnetically controlled valves at the sides of thevehicle and associated with the adjacent hydraulic units, portions onlyof the latter being diagrammatically represented;

Fig. l2 is a View on an enlarged scale partly in side elevation andpartly in vertical section of the combined fluid pump andelectromagnetically controlled valve associated therewith and by which,when energized, the by-pass conduit is closed to effect the pumping offluid into the hydraulic elevating units;

Fig. 13 is a view on an enlarged scale, partly in elevation and partlyin section, of a pair of electromagnetically controlled valves which areassociated with an adjacent pair of front and rear elevating units andalso showing, in addition to portions of connecting conduits, the valveassociated with the adjacent front hydraulic unit opened by reason ofthe energization of the control electromagnet to permit the adjacentfront unit to drain and the valve associated with the adjacent rearhydraulic unit set to pass fluid under pressure to such rear unit;

Fig. 14 illustrates in plan the modied foot accelerator pedal by whichactuation of the foot controlled switches is effected for selectivelysimultaneously energizing a pair of the electro-magnets at the sides ofthe structure;

Fig. 15 is a longitudinal section taken approximately on the line 15-15of Fig. 14, but showing the accelerator pedal in side elevation;

Fig. 16 is a sectional view taken approximately on the line 16 16 ofFig. 15;

Fig. 17 is a sectional view taken approximately on the 17 17 of Fig. 15;

Fig. 18 is a sectional view taken approximately on the line 18 18 ofFig. 15; Fig. 19 is a detail View partly in section and partly inelevation of a hydraulic elevating and spring suspension unit as viewedfrom the rear, the inner body support tube being in transverse section;

Fig. 20 is an enlarged detail view partly in elevation and partly insection, showing the steering spindle bolt for one wheel and adjacentelements particularly illustrating the mounting of a body support arm;

Fig. 21 is a sectional view taken approximately on the line 21 21 ofFig. 9;

Fig. 22 is an enlarged detail of the valve mechanism associated with thepump and by-pass unit;

Fig. 23 is a sectional view taken approximately on the line 23 23 ofFig. l5;

noemen?,

Fig. 24 is aview illustrating the circuit.diagramfor the electricalunits of the apparatus.

Referring now more particularly to the drawings, wherein like numeralsof reference indicate corresponding parts throughout the several views,in Fig. 1 inwhich the top plan view of the chassis frame `and underlyingrunning gear are shown, the numeral i'lltgenerallyadesig nates the framewhich comprisesthe two longitudinalside beams 12 which mayibe'ofianysuitable" cross sectional form, while the numeralsfll;lf'andlddesignate, respectively, forward, intermediate and reartransverse beams which are-rigidly coupled to theside beams 12inconventional manner. Each= of'the'side1bearns'12 at its forward end isformedto provide afork'having the vertically spacedforwardly`extendingarms 2i), each of which arms at-its--forward end vis vformedwith' a semi-,circular recess or socket 22 cooperatingrwithA a1 capV'Z310-secure the hereinafter*describedttransverse frontend elements,which elementsgin turn support'apart-of/ the steering mechanism ashereinafter set forth.

The chassis frame isy f major width intermediate its ends, as shown, byforming each of theside beams A12 with the-'long forward end section12afand an intermediate or middle section l2!) joined to the sections`12a bythe obliquely extending sectionsr12c. The rear'ends of theoutwardly spaced intermediate sections'12b are joined by the inwardlyand rearwardly extending sections 12d which in turn join long terminalrear sections12e.

The forward end sections are in parallel relation and are parallel withthe rear end sections 12e but are set somewhat closer together than therear end" sections, as shown.

The front cross beamd.' serves as a motor or engine support and theforks of the side beams are disposed ahead of this cross beam 14 andextending transversely ofthe front end of the chassis frame and securedthereto and lforrningarigid part thereof are the upper and lowertransverse tubular beams 24 and 25,-l respectively, which are positionedin the sockets or recesses 22 of the upper and lower ends of the forkarms and secured in place by the caps V23 which are bolted to theforkarms The rigid cross beams 24 and 25 extend "a substantial distanceoutwardly beyond the adjacent longitudinal side beams of the frame andat their outer ends these upper and lower cross beams are rigidlysecuredtogether by the vertical connector plates 26 and inwardly fromyeach of these connector plates and adjacent :toA the outer side off-eachof the upper'fork arms Ztl the upper beam 24 carries a forked plate 27having the rearwardly extendingupper and lower forks 2S and 29,Vrespectively, while the lower beam 25 carriesor has `secured theretobelow and slightly outwardly with respectsto theplate 27, a plate 30which has a rearwardly extending portion 31.

At each side ofthe forward end lof the vehicle chassis frame andoperatively coupled with the upper and ylower transverse beams 24 and25,V are two rearwardly extending vertically spaced wheel tractor arms.`

As will be apparent upon reference tov fFg. 3, the upper one of the twoarms is generally designated32 while the lower arm is generallydesignated 33, and, as will be seen .upon reference to Figs. l and 6,where the top one of the two arms is' shown, and which arm is formedlike eaclrof the others, the arm is bowed inwardly toward the chassisframe from its forward end and terminates in a straight rear portionwhich is connected with an end of the spindle bolt of the adjacentsteerable front wheel, generally designated 34. These Wheel tractor arms32 and 33 at the two sides of the chassis are particularly illustratedand described in my vcopending application Ser. No. 591,449, led Junei4; 195 6, and accordingly it is not believed necessary to illustrateand describe the detail features of these arms inthe presentapplication; Itis pointed out, however, that the forward end ofeachupper arm` 32 'is supported upon a pivot b'oltGS =for vertical swingingmovement on a transverse axis and which bolt'ismountedibetween a portionofthe upper end i ofthe adjacent side plate v26 and'r the ear 28 of the`adjacent plate 27."

The. lower arm `Latieach sideof the chassis frame is likewise supportedfor Vvertical swingingon anV axis exitendingtransverselyofthe chassisandparallel withyand directly beneath the adjacent pivot bolt 35 on'asimilar pivot .bolt 3'6"which is connected at one end wtih Aa lower endportion of the adjacentplate. 26' andhas its.other or innerend'connected Vto the rearward extension 31 Aofthe adjacent plate 30.`

These two arms 32 and 33 ateach'sideof the chassis frame formaparallelogram structure'by which the adjacent;steerable wheel 34 isoperatively connectedwith the front end 'of the chassis frame Ytortrail"the transverse beams 22E-.and 2S;

The rear ends ofthe tractor arms 32 and 33 of each pair are operativelycoupled with theY spindle bolt of the adjacent steerable wheel bymechanism which is illus- .trated and described in detail in mycopending application hereinbefore identified, Iand which mechanism ishere identified as a whole :by the reference numeral 37. This mechanismbroadly includes the steering. wheel spindle bolt 38, with couplings 39and 40 between the upper and llower ends thereof and the rearendsrespectively of the upper` and lower arms 32 and 33' whereby the arms32. and 33' may swing vertically at their rear ends about-thetransversely directed pivot bolts. 35 and 36 to 4permit necessary up anddown movements of the adjacent wheel.

' The spindle bolt lpasses in its upper end Aportion through a sleeve orhousing 41 which rigidly supports one end of an inwardly. directed'stubaxle `"l2, the function of which willbehereinafter set forth. Below thishousing al the spindle bolt is secured by bolts 43 to the inner side ofthe backing plate `lll oftheadjacent wheel, in the usual or conventionalmanner, and in theuarea between the housing 41 and the lower couplingv4() the spindle bolt has secured thereto the steering arm 45.

The couplings 39 and 40 are of a universal type in that they not onlypermit the upper and lower tractor arms 32 and`33 to swing, abouthorizontal axes but they also permit the necessary rotation of the.spindlebolt with the wheel relative to the sleeveor housing 41'whichcarries the stub axle 42.

The inner end of each stub axle 42 has secured thereto an end of astabilizer rod 46 which extends forwardly and `is secured at its otherend to the downwardly and rearwardly extending bottom portion 29 of the`adjacent plate 2"," as indicated at `47.

As is set forth. in my prior application above referred to, the upperand lower transverse beams 24.1and'25 support ya transverse steering barwhich is generally designated y48, by means of which' bar the unitarymovement of the front steerable wheels is effected. This bar .is locatedin a plane between the beams 24 and 25 as shown in Fig. 3, and ispivotally coupled lto the same, midway between its ends, for rockingmovement on and about a vertically positioned pivot bolt 49 which isattached at its upper and lower ends to the beams24 and 25 by bracketsS0. These brackets, the details ofthe steering bar and the pivot boltare also all illustrated and described in my prior application, as wellAas ,the wheel alignment tie rod connectiousSl between, theends of thesteering bar and the steering arms 4S.

The numeral 52 in Fig. l generally designates the con.- ventional draglink which is attached. at its forward .end to the tie rod 51 at theleft handside of the vehicle chassisand which functions to transmitsteering power from the steering wheel or other steering controlmechanism to thesteeringV arms of the front wheels.

The outer ends ofthe transverse upper andlower beams 24 and 25 supportthe frontV end of aframe or super-structure over the steerable frontwheels. Eachof these frames or superstructures is generally designated53.

The superstructures 53 in turn support the hereinafter describedhydraulic units and cams by means of which the front endv of the vehicleframe is raised and lowered.

Each of the frames or superstructures 53 embodies an inner forwardly andvdownwardly arching rail which is generally designated 54 and anoutwardly spaced cooperating fender rail 55 which also arches forwardlyand downwardly and these adjacent inner and outer rails 54 and 55 aresubstantially parallel and are disposed as a substantial elevation abovethe chassis frame and the underlying steerable wheels.

Each of the inner rails 54 has a forward end section 56 which is securedby a tubular adapter 57 to the outer end of the adjacent uppertransverse beam 24 and rises therefrom and inclinesrearwardly asillustrated in Fig. 3, to the rearwardly curving or rounded portion 58and then extends rearwardly at a slight downward inclination to its rearend as indicated at 59. These rails 54 are preferably of tubularmaterial.

Secured to eachside beam 12 of the chassis frame and rising from therear end of the portion 12e thereof is a superstructure supporting post60 to which the rails 54 and 55 are attached in the manner about to bedescribed.

The upper ends of the posts 60 have secured thereto a transverselyextending body support beam, which is preferably of tubular material,and which is approximately the same length as the transverse forwardlypositioned beams 24 and 25.

The numeral 62 designates an angle bracket' which is disposed adjacentto and upon the inner sideof the upper end of each post 60 and whichbracket has an upwardly and forwardly extending arm 63 to which the rearend portion 59 of the adjacent rail 54 is rigidly secured. A second armof each bracket is designated 64 and is directed downwardly and in theangle between the arms the bracket is formed to have the transverse bodysupport beam 62 pass therethrough and such beam is secured to thebracket by welding or in any other suitable manner.

Upon each outer end of the body supporting beam 61 there is fixed asecond angle ybracket which is designated 65 and is of substantially thesameiforrn as the adjacent bracket `62. Each outer end of the beam 61passes through the bracket`65 at the angle between the two arm portionsthereof and one of the arm portions of each of these brackets which isdesignated 66, is directed upwardly and forwardly and has rigidlysecured thereto the rear end of the adjacent outer fender rail 55.

The other angle portion of arm portion of the bracket 65 is designated67 and is directed downwardly as shown in Fig. 8 and these downwardlydirected arms 67 support mechanism hereinafter to be described.

Each of the outer fender rails 55 has, like the adjacent rail 54, anupwardly and forwardly arching rear section 68 which joins a downwardly,forwardly and inwardly directed forward end portion 69 which is securedat 70 to the adjacent end of the upper one of the transverse crossbeams, namely, the cross beam 24.

The downwardly extending forward end portions 56 of the inner rails 54are coupled together by a front transverse stabilizer 71 which issecured at its'two ends to the sections 56 by the bracket ears '72 whichare welded or'otherwise attached to these rail sections, as shown inFig. 5. To further rigidify the front end structure the transversestabilizer bar 71 has secured thereto adjacent to the longitudinalcenter line of the chassis structure, the downwardly diverging struts 73and the lower ends of these struts are rigidly secured tothe adjacentside lbeams 12 of the chassis frame in the forward end portions 12athereof.

Disposed beneath the body support beam 61 at each end thereof is a shortbody support beam in the form of a tubular member 74 and these shortbeams 74 connect yand are secured at their ends to the adjacent de- .8pending arm portions 64 and 67 of the angle adapter brackets 62 and 65.These short beams 74 accordingly each spans the space between the vrearend portions of adjacent rails 54 and 55 and` function to support a jackshaft iny the manner about to be described.

The numeral 75 generally designates the jack shaft assembly on each sideof the chassis structure by means of which assembly the hereinafterdescribed operative coupling is established between a front hydraulicbody elevating unit, generally designated 76, and a cam structure,generally designated 77 and mounted upon the underside of the rearportion 59 of a rail 54.

Each jack shaft assembly 75 comprises a rigid fixed shaft 78 which isdisposed forwardly of and parallel with a short beam 74 and the outerends of the shaft 78 are mounted in rubber sleeves 79 which in turn aremounted in a cylindrical jacket 80.

As shown in Fig. 19, the outer end of the-shaft 78 together with thesleeve and jacket thereon is located inside of the adjacent Afenderlrail 55 while the inner end of the shaft 78 together with the rubbersleeve 79 and jacket 80 is on the inner side of the inner rail 54. Asshown in Fig. 6, the outer end of the shaft 78 thus is positionedlwithin the area defined by the spaced inner and outer rails 54 and '68.

The jack shaft assembly is coupled to and maintained in forwardly spacedrelation with the short beam 74 by a spacer body or block 81 incooperation with a U-bolt 82, the yoke portion of which encircles thejacket 80 while the j legs thereof extend rearwardly above and lbelowthe spacer body 81 and across the short beam 74 and are secured in ananchor plate 83 which is disposed -vertically-across the rear side ofthe short beam 74 as illustrated in Fig. 7.

In order to maintain the jacket 86, the sleeve and shaft 79 and 78carried thereby against turning, each jacket carries a pin 84 whichextends into the adjacent spacer body 8:1 as shown in Fig. 7.

Surrounding and rotatably supported on the fixed shaft 78 and positionedbetween the jackets 80 is a rotatable tubular shaft 85. In each end ofthis tubular shaft 85 islixed a bearing collar 86 which encircles and isadapted to turn on the stationary or fixed shaft 78.

Fixed to the outer end of each tubular shaft 85 is a short upstandingthrust'ar'm 87 which cooperates with the rear end portion of theadjacent hydraulic body elevating unit 76 in the manner hereinafterdescribed.

At the inner end of the tubular shaft 85 there is fixed to the tubularshaft one end of a depending thrust arm 88 to the lower end of which ispivotally coupled by means of a yoke 89 an end of an upwardly andforwardly extending thrust link 90. The other Ior forward end of thethrust link 90v carries a spring thrust jaw 91. Between the yoke 89 andthe jaw 91 the thrust link invcludes a tube 92 the ends of which areadjustably connected with the yoke and thrust jaw by threaded stems 93carried by the yoke and thrust jaw to facilitate the adjustment of thelength of the thrust link.

Each thrust jaw 91 embodies the two spaced jaw parts or members 94between which extends a pivot pin 95 on which is rotatably mounted onsuitable roller bearings 96, a cam follower Iroller 97.

As shown in Fig. 20, the stub axle 42 which is carried by the housing 41for each spindle bolt, has the rear end of the adjacent stabilizer rod46 coupled thereto and upon the outer side of the stabilizer rod thestub axle 42 is supported in a collar 98 which is integral with theinner ends of two vertically spaced supporting arms 99 the upper one ofwhich arms is rigidly coupled directly with the housing 51 while thelower one is integral with a roller bearing housing 100 which in turn isintegral with the housing 41 and in which the spindle bolt turns asillustrated and described in my prior application hereinbefore referredto.

Between the collar 98 and the housing 41 the stub Y axle 42carries avibration absorbing sleevefllll oflrubber or rubber composition ofsuitable character andfthis sleeve is encircled by a collar 102 whichforms the lower end portion of the body support arm 103.'

The upper end of each body support arm is forked providing the two jawparts i104 and these `jaw parts have the pivot pin 9S extended throughbearings 105`wh'ic`h the jaw parts carry. Also, as shown in Fig.j2l,'the jaw parts 104iI and bearings 105 carried bythe bodysupport arm arelocated between the ends ofthe cam follower roller 97 and the jaw parts940i? the springthrust jaw 91.

As shown in Fig. 3; where one ofthe two bodysupport arms is illustrated,such supportarms extend rearwardly from the stub axles 42upon'which theyare mountedfand curve upwardly and'forwardly to join theupwardly andforwardlyextending end of the adjacent thrust link and to maintain thecam follower roller in position for engagement with the overlying cammember 77; about to be described.. and through which the support ofthebody carrying superstructure is maintained` upon the under.- lyingrunning gear.

Returning `now to Pig. 19) it willtbe seen thatth'e inner rail ,54 ofeach of the superstructures 53;'carr'ies or has secured thereto upon itsundersidein the rear portion 59i'thereof and rerawardlyofthe upperendofthe adjacent body support arm ,103', two depending mountingears1tl6which are spaced apart in the' transverse direction of theoverlying.rail. Between. these ears A106:'is. mounted a pivot'bolt -l''whichpasses through the. bearing sleeve 1%' carriedby and across an end ,of a`cam bodyV 1,(l9'and which'camfbody comprises a; substantially arcuateatcam track llhavingwextending medially of the back` r upper sidethereofaurelati-vely wide rib 111; lEachofth'e cam tracks 1'1tl'is formed'witha relatively longV and comparatively straight-'mid portion 112 whichterminates at the upper endinthe relatively widely curved portion113while at'the lower end the cam track terminates in a sharply curved orreversely bent stop portion l'which functions as will be hereinaftermade clear, as a means for limiting the movement downwardly onthe camtrackV of the thrust roller 97'.

Adjacent to the lower free end of each of the cam tracks there is fixedto one side of the rib 1411 a ygrounding switch structure which isgenerally designated 11S, which is incorporated in the hereinafterdescribed electrical system.

Each of thecarns 77` has a ypoint or location designated on the track11114 at approximately midway between the ends of "the portion' 112; toindicate the neutral 'location of the thrust roller 9.7 and this centralposition is designated 116. This central position or location indicatesthe point where the thrust or cam follower roller will normallyengagethe cam Vtrack forthe non-elevated position of the vehicle body or, inother words, at the point where the suspension springs are set for a lowrate, as will be hereinafter more clearly `set forth.

The rib 111 ofeach' of the cam tracks is providedfupon the top edge andapproximately midway between the ends of the cam with a seat plate 117which is engaged by an `adjustable stoppin 118 which is threadablyattached to an overlyingbracket 119 which in turn is secured to thecwerlyingvraild.. By means of -this stop pin 11,8 theA desired angularposition of the cam can-be obtained and it will be seen that bythreading the stoppin upwardly the cam can swingV forwardly and upwardlyupon the pivot. ltl'l' where the cam track will be at a flattervposition or by rotatingY the prin in the opposite direction tion inFig. 8 and in this figure the middle portionhof theunit has been brokenawayto ,facilitateshowingthe smallerrparts on anenlargedscale.The-unitl76scom.- prises afguide cylinder having a rear endpclosedvbyahead or'cap 12.1' and xed to this cap are tworearwardly directed"spaced mounting ears each of whichis designated 122. The upper end ofthe adjacent short vertical thrust arm 87'is disposed between theearsp122 and carries a bearing sleeve 89a through which extends thepivot bolt' 123 andthis'bolt also passes through the ears as shown inFig. 19;

The forwardend'of the guide cylinder 120has extended thereinto theclosed end of'a iluid cylinder 124 Whichtclosed end of this cylinder isdesignated 125.` The opposite end rof the uid cylinderk 124 is dened byan outturned abutment ange 125a, the purpose of which will be`hereinafter set forth.

The forward end of the `fluid cylinder has slidably extended ,thereintoahollow piston 126. This piston 126 is closed at its vforward end bythecap or head 127 andt-his cap or head carries a forwardlyextending stud128- which is `disposed betweenY a pair of depending mounting ,ears 129secured to the underside of the adjacent bridge 119. Extending 4throughvthe stud 128 and the ears 1291is` apivot pin 130:

By the means thus far described' it will be seen that eaclroftheforwardhydraulic body elevating and spring suspension units 76 is supportedsubstantially vhorizontally between the adjacent inner and outer railmembers 54 andl 55 and that oscillatory movementof the upright thrustarm-'8.7 attached to the rear end of the guidecylinder 121)' will effectrelative reciprocal movement between this guide cylinder andthefluidcylinder 124 ,and also theimovement ofthe iluid cylinder 124 uponthe piston 126 which is held against independentaxiahmovement byitsattachment to the bridge119.. 3

The piston 126V has the' inner end closed by a rela.- tively-thick orheavy head 131 through which are. formed two-openings 132 and 133 andtheinner;end of `thepiston adjacent to the head is provided withconventional packing or piston rings 134 which bear against the innersurfacel of the cylinder 126 to prevent leakage between the walls of thepiston and cylinder of iluid in the cylin'- der between the heads 125and 131.

As will be hereinafter set forth, these Apistons of "the forwardhydraulic body elevating andspring-suspension units 76 and similarlyconstructed units at the rear end of the chassis structure, areconnected in a hydraulic system toy receive fluid under pressureforeffecting the separatory movement of the pistons and cylinders when itis desired to elevate the vehicle body above its normal position. Forthe introduction of fluid into the cylinders 124 between the head endsthereof and the-piston, each hollow piston has fixed in the wall thereofa fluid-line coupling 134:1 with which is connected upon the inner sideof the piston body the tube or pipe 13S-'which extends rearwardly andpasses through andis sealed in 1the piston headopening 132 for thedischarge of fluid into the space between this head and th`ecyli'nderhead'125.

The wall of the piston 126 also has fixedthereinf an air bleed nipple136 which is of a type to *be opened fand closed lby a suitable tool`and connectedw'ith this v'nipple upony the inside of the piston is anair bleed tube 137 which passes rearwardlyand throughand is sealed inthe opening 133in the piston head 131. The rear end 13T/a of the tube137 is turned to extend to a position relatively close to the wall ofthecylinder 121i'.` in which it is located and the parts are orienteduponinstalllation so that this turned end 13.7a will be directedupwardly. in the cylinder 124, as illustrated in Fig. 8.. ln otherwords; the turned end 137:1 of-the air bleed tubewilllie iclose to theupper or highestIside of thefluidcylinder1124sso that when the system isbeing iilled, -the airbleed-nipple can.be-openedto.bleed offair from.thecylinders and 1 1 thus insure the complete lilling of the cylinderswith fluid only.

vThe guide cylinder 120 between the rearmost end of the fluid cylinder124 and the cap 121 has attached thereto and lopening thereinto alubricant supply nipple or coupling 138. Also this rear portion of thecylinder 120 is supplied at an elevation :above the nipple 138 with anyoverflow aperture 139 which controls the level of lubricant in thecylinder.

Encircling the fapertured portion of the cylinder 120 is a felt sleeveor cover 139a which may be held on in any suitable manner as by the useof resilient snap rings or the like. This sleeve or cover permits thenecessary breathing action for the drawing in of air to the cylinder 120and the escape of air therefrom in back and forth movement of the pistoncylinder 124 and also prevents the entrance of dust or dirt into theguide cylinder.

The rear end portion of the guide cylinder 120 has secured therearoundadjacent to and forwardly of the breathing opening 139, a collar 140.Fixed to this collar and encircling the cylinder 120 is a thrust plate141.

lPositioned forwardly of the thrust plate 141, which constitutes aholding means for the rear end of the about to lbe described coilsuspension spring, is a forward or front thrust plate 142 whichsurrounds the movable piston cylinder 124 and is Secured to the flange125a thereof. interposed between the rear and forward thrust plates 141and 142 is -a coil suspension spring which is generally designated 143and which is placed under compression when fluid is injected underpressure through the inlet tube 135 into the fluid cylinder 124 to forcethe cylinder rearwardly on the piston to 4thereby effect desiredelevation of the chassis and body structure supported thereby throughthe oscillation of the jack shaft to impose thrust against the adjacentcam unit 77. This action lat the front of the chasis frame on both sideswill, of course, elevate the front of the chassis and the vehicle bodyand a corresponding action, hereafter described, takes place lat therear of the chassis frame to elevate the rear portion of the latter andthe vehicle body supported thereon.

In order t-o shield or protect the spring 143 and the relatively movablecylinders 120 and 124, the rear thrust plate 141 has fixed thereto asemi-cylindrical light metal shield 144 which shield overlies the springand is open on the lower side thereof.

Rear end Construction Referring now particularly to Figs. l, 2 `and 4,it will be seen that the inset rear end portions 12e of the chassisframe are curved upwardly to pass over the rearY axle housing of therear wheel suspension mechanism, this upwardly curved portion being wellillustrated in Fig. 2 where it is designated 12f. It will also beapparent from this view as well as from Fig. 1, that-the inset portions12e of the side beams and chassis frame extend a substantial distancerearwardly of the rear wheel axle housing, such rear end portions, wherethey lie rearwardly of t-he upwardly curved portion 12j, beingstraightened out to substantially lie in the plane of the intermediateportion 12b.

The rear wheels are generally designated 145 while the conventional rear:axle housing is designated 146 and, as previously stated, is bridged bythe upwardly curved portions 12]c of the chassis frame and the numeral147 designates the differential housing with which is connected thetorque tube 148. The forward end of this tube is connected by the usualor conventional universal coupling 149 with the transmission housing 150and this housing is here illustrated `as connected to and supported bythe intermediate transverse brace beam 16.

The rea-r axle housing, in each of the two portions 146 Y 12 brackets,designated 151, and which as shown comprises a collar portion 153 whichis secured around the axle housing and carries -a rearwardly extendingcapped bear- Y ing 154. Each of the outer brackets 152 is also of thesame construction -as the inner bracket 151 adjacent thereto with theaddition of a forwardly extending part 155 to which is xed the rear endof a ydiagonal brace rod 156. These diagonal brace rods converge at theforwlard end of the torque tube 148 to which they Iare attached by asuitable collar or attaching means 157.

Each pair of brackets 151 and 152 supports in and between the bearingportions 154 thereof, a pivot bar 158.

Upon each of the pivot bars 158 is mounted a rear body support arm whichis generally designated 159 and which corresponds in its function to theforward body support arms 103. Each of the arms 159 is formed with twospaced ears 160 upon its lower end which lie between a pair of bracketbearings 1'54 and have the pivot bar 158 extending therethrough.

Each rear body suporting arm 159 at its upper end is bifurcated, the twoparts or furcations being designated 161 and these have extendingtransversely therethrough and are connected by a pivot bolt 162 whichsupports between the furcations a cam follower roller 163.

At each side of lthe chassis frame and extending throughout the lengthof the inset rear end portions 12e of the side beams is'an auxiliarybody supporting arched or superstructure frame which is generallydesignated 164. This frame, at each side of the chassis, embodies afront end section 165 which is fixed at its lower end to the outer sideof the adjacent chassis frame side beam as indicated at 166 in Fig. l,and this portion extends upwardly and rearwardly, arching over theunderlying axle housing 146 as indicated at '167 in Fig. 2 and thencontinues in the long, straight, downwardly and rearwardly extendingrear portion 168.

The rear cross beam 18 of the chassis frame extends at each end slightlybeyond the chassis frame side beam and has fixed thereon an upstandinganchor post 169, the top of which post is formed as a sleeve or collar170 in which the end of the arched frame portion 168 positions and isfixed. Between the beam 18 and the top or collar 170 the post 169 isformed -to provide a rearwardly directcd guide 171 in which is fixed asuitable key, not

shown, for the purpose hereinafter set forth.

The highest portion or arch portion 167 of each frame 164 is fixed tothe outwardly curving top end portion 172 of a supporting post 173 andthis post is mounted on and rigidly secured to the underlying portion ofthe adjacent chassis side beam.

Fixed to the underside of the -arch portion 167 of each frame 164 arethe two depending bracket ears 174 which correspond to the previouslydescribed ears 106 carried by the inner front end side rails 54 andsupported upon the pivot 175 which extends across between and connectsthese ears 174 Vis the upper end of a downwardly and forwardly inclinedthrust cam unit 176. This cam unit is of the same form and size as thefront cams 77 and accordingly a detail description of the same will notbe required. Like the front cam units each of the rear cam units 176 isheld in adjusted position against forward and upward swinging by thethreaded stop and adjustment pin 177 which threadably attached to theunderside of the adjacent frame or rail 164, as indicated at 178 in Fig.2.

These rear cam units 176 also carry grounding switch units which arehere designated 179 and are of the same construction as the frontgrounding units 115, the detailed construction of which will behereinafter set forth.

As will be seen in Fig. 2, the cam unit 176 lies directly above theupper end of a body support arm 159 so that the cam surface or track canbe engaged by the arm carried follower roller 163.

The numeral 180 generally designates the rear hydraulic body elevatingand spring suspension unit located is on each' side of the,` chassisframe for interposition between the upper end of the adjacent bodysupportl arm 159 and the adjacent anchor Ipost 169;

These rear hydraulic elevating and springl suspension units areessentially ofthe same constructionas the front units hereinbeforedescribed and Xone Vof which is illustratedin vdetail in Fig. 8, withthe exception of the con-l necting means 'between the stationary pistonYofi-the unit which is here generally designatedV 12661, and the anchorpost v1,159, and with the exceptionoffthespecic form of the connectionbetween the end of the guide cylinder and the body support arm,` whichguide-cylinder is generally designated 124m. These rear units=180 arealso reversedwith respect to theforward units in that the attachedend`of the piston126a is directed :rearwardly and the outer endofltherguidecylinder 12011 directed forwardly;

The-piston l126e is connected `by means of a pivot bolt181fwith'thehead:end-of ailong screw or threadedf'stem 182.iliisscrewpasses through the guide 171' and is provided with: a: keyway183 tin whichis engaged the k'ey carriedfon'the'inside of the guide-171so thatv rotation of the screwin theuguideis,prevented; At each end ofthe guide thescrewi182rhas threaded thereon the nuts 184 by A.means ofwhich axial movement of the screw through the guidel isfelfectedwh'enfdesired and also'fthe screwisA fixed against movementafter thedesired'adjustment hasfbeen made.y

The forwardly directed end of the guide cylinder 120a carries a forkedor bifurcated arm 185 and the tIWo parts or` f-urcations-ofA sucharm aredesignated 186 and-as shown in Fig. 4 they.receivebetweenthem thebifurcated end` of 'the adjacent body support arm159 and have extendedthrough themthey pivot pin or bolt 162 on which` the cam follower roller.163 is mounted.

To further rigidify and stabilize the rear end structure ther posts 173are connected 4by the tnansverse stabilizing` plate 'or strut 187 whichis located adjacent to the rear.

part of thefrear-seatof the vehicle. body structure, not shown, whichis,supported-upon .the forward superstructurles and the. auxiliarysuperstructure or arched frames 1.64 .atthe rear of `the chassis;

`As will .be .seenupon .comparing the structures forming, Figs. 2 [and3, the hydraulic elevating and Aspring suspension units A76 at the frontend of the chassis framev are at a substantial elevation above the units180 at the. rear of `the chassis. This relationship between the yfrontand rear units lis. eifective in substantially cancelling anycontraryinertia effects which may be imposed upon the steering mechanismor steering control of the mechanism particularlyin vnegotiating, acurve or turn in Ithe roadway.

Fluid system AS hereinbefore setforth, the elevation of the vehicle bodywith'respect tothe running gear and the changing of Vtherate of thesuspensionV springs simultaneously therewith is effected by means of ahydraulic unit adjacent to each of the four wheels.

Fig. 1l shows the lay-out of the hydraulic system where the fronthydraulic and spring suspension units '76 are partially anddiagrammatically illustrated, together with therear hydraulic and springsuspension units 180;

-As has. also been previously set forth, each of the hydraulic units isof the same construction in the form and association of the cylindersand pistons and the tubularguides, as for example, the guide 120 shownin Fig. 8, in which the piston cylinder moves when the fluid is injectedunder pressure into the cylinder between the end thereof and thehead ofthe piston therein.

ln Fig. 8, which represents a front hydraulic unit, the uid inlet nippleis designated 1340:. Each of the rear hydraulic units is of a similarconstruction to the front units and the rear units also have the fluidinlet nipples thereof designated 134a.

As will be seen in the following description, these nipples `134a,.whilereferred to, asinlet nipples, also fundV tion to. pass iiuid out. oftheunits so .thattheybecome two-way connections.

vFor supplying hydraulic uidto the system, there is provided thereservoir 200 which may be positioned] at any suitable location on thevehiclebody and'for drawing fluid from the reservoir and introducing itinto Athe system, there'is provided the pump andbypass unit which 'isgenerally designated 201 and which is'shown in detail partly inelevation and partly-in vertical section in Fig. 12;

At each side of the vehicle structure or for association with the pairof front and rear elevating units .76 and 180 on each side of thesystem, there are the two solenoid actuated supply and releasevalves2il2and 203, the valves 202being here illustrated* as beingconnected with the adjacent front hydraulic units and the valves 203being illustrated asbeing connected with the rear hydraulic units.

The iluid pumpl structure shown in Fig. l2 is designed to vbe mounted'inconvenient location on the vehicle chassis to be lcoupled with the fanbelt pulley or-any suitable partof the vehicle engine by means of whichthe pump: may be operated.. This pump is preferably of gear type and thehuid driving gears,- not shown, are enclosed in the Vhousing 204 and areconnected with the operating shaft 205 on which is mounted the pulley206 by which belt drive connection is effected with the fan belt pulleyshaft.

The-pump unit has the gear housing 204 supported upon a suitable basel207 by which the entire structure is mounted. In the lower part of thepump housing 2Mv is the fluid yintake passage 238 while the numeral 239designates the outletpassage from the pump.

Above the. pump housing. is ay body structure 210 in whichareformedvariousfluid passages about to be described, together with asolenoid actuated control valve structure, the actuating solenoid forwhich is'y shown in side elevation and generally designated 211. and thenumeral 212 designates the terminal for establishing electricalconnection with thelsolenoid coil, not shown.

The solenoid. 211when energized, performs the desired function byactuation of an armature, not illustrated, with which is` connected thevalve stem 213 which extends downwardly 'into the body 210 lin themanner illustrated for yconnectionwith the hereinafter described valvesleeves which whenshifted by the solenoid through theattached Stem electthe opening and closing of this valve and.

and through the elongate Valve body 220 which has the upper and lowercylindrical skirts 221 and 222 connected by the constricted intermediateportion 223 in which the lower end of the stem 213 is snugly tted andthe lower end of the stem carries a head 224 which is located in thelower skirt portion while the upper skirt portion 221Y receives thelower end of an expansion spring 225 which encircles the stem and bearsagainst the upper end of the intermediate or constricted portion 223.

The upper end'of this spring bears against a centrally apertured plate226 which is secured to the top of the ported valve sleeve 218. Thisspring 225 constantly urges the valve body 220 downwardly and maintainsthe skirt portion 222 at the lower end of the body below the ports 219.These skirts, of course, t snugly in the sleeve 218 and, therefore, itwill be seen that when the valve body is drawn upwardly by the stem 213under the influence of the energized solenoid, the lower skirt portion222 of the valve will be moved into closing position over the ports 219and this movement will be opposed by and will cause the compression ofthe spring 225. Thus when the solenoid is de-energized the spring willreturn the valve body to valve open position.

kAlso connected with theannular chamber 216 is the fluid return passage227 which connects with a two-way nipple 228 at the bottom part of thepump housing and this nipple as shown also connects with the pump inlet208.

Between the -by-pass valve inthe body 210` and the pump housing there isformed the pressure relief passage 229 which is connected with `a valvechamber 230. The iiuid by-pass passage 227 is also in communication withthis chamber 230.

The chamber 230 houses a spring pressed valve 231 which normally closesthe end of the passage leading into the chamber and an adjustment nut232 in the outer end of the chamber provides meansfor regulating thetension of the spring on the relief valve 231.

From the description thus far given of the pump and fluid by-pass unit,it will be seen that when the pump is operating, iluid will be drawn inthrough the inlet nipple 228 and delivered from the pump housing by wayof the passage 209. If the solenoid 211 is not energized, the valve body220 will be in its lowered position and fluid may then be lay-passedthrough the valve to the return passage 227. Thiswill result'merely incirculation of the Huid by the pump in the passages 208,V 228, 209, 215and 227, and no fluid will 'be delivered'. to the hydraulic unitsthrough the nipple 214.

The fluid supply nipple 228 lis connected by the pipe 233 with thereservoir 200. This pipe also has connected therewith a uid return line234 which is connected with the solenoid actuating supply and release'val-ves in the manner hereinafter described.

Solenoid actuated supply and release valves ln the iluid hydraulicsystem there are four of the solenoid actuated supply and releasevalves, there being two on each side of the system as hereinbeforestated, and Fig. 13 illustrates partly in vertical section and partly inside elevation a pair of these valves, with their intermediateconnections. Since the valves 202 and 203 are of the same construction,the description will be confined to one of the same. Each valvecomprises a vertically disposed body 235 having the cylindrical chamber236 the lower end of which is closed in a suitable manner as by the head237. The numeral 238 designates a bracket arm integral with the body 235for mounting the valve structure. Upon the top of the body 235 is asolenoid valve unit which is generally designated 239 and which has anarmature body, not shown, with which is connected a stem 240 whichextends downwardly through the major` portion of the length of andaxially of the cylinder 236. The numerals 241 and 242 designateelectrical terminals connected with the ends of the solenoid coil, notshown. Within the cylinder 236 is mounted the spool member 243 whichcomprises an intermediate sleeve portion 244 having connected with itsends the upper and lower port opening and closing skirts 245 and 246,respectively, which fit snugly in the cylinder 236.

The stem 240 extends through the intermediate sleeve 244 of the valvespool into the lower skirt 246 where it is attached by the head 247.Within the upper skirt 245 is supported the lower end of the expansioncoilv spring 248 which encircles the stem 240 and bears' at its upperend against the headplate 249 which is xed at the top of the body 235.This spring 248 normally` urges the valve spool 243 downwardly.

The body 235 carriesV an upper coupling nipple 250 and a lower nipple251 which open into Vthe .cylinder` 236. Thesenipples are, of course,spaced apart longitudinally of the cylindery and they form respectivelyexhaust nipples or exhaust ports and supply ports for the cylinder. v

Also carried'by the body 235 is a pipe nipple or cou. pling 252jwhich islocated in a plane intermediate the nipples 250 and 251 and this nipple252 also communicates with the cylinder, as illustrated. The nipple 252provides a two-way port for passing fluid into and out of the cylinderand it is located so as to be at all times open, or in other words, italways is in communication with the space between the upper and lowerskirts 245 and 246 of the valve spool.

The ports 250'and 251, however, are located so that in either of the twopositions to which the 4valve spool may be moved, one of them will 4becovered or closed by the adjacent skirt. For example, when the valvespool controlling solenoid is de-energized so that the spring 248 forcesthe spool downwardly, the lower skirt 246 will uncover the Huid inlet orsupply port 251 and this will be in communication with the port providedby the nipple 252 to permit uid to pass through the valve to thecylinder of a hydraulic unit. When the solenoid 239 is energized thevalve spool 243 will be` drawn upwardly and the lower skirt 246 willclose the supply port provided by the nipple 251 and the upper skirt 245will shift to open the exhaust port which the nipple 250 provides orforms. Thus the exhaust port will be put in communication with the portprovided by the nipple 252 to permit fluid to return from the cylinderof a hydraulic unit and pass back to the reservoir through the pipesystem about to be described.

The coupling nipple 134 of each front hydraulic unit is connected by afluid pipe 253 with the nipple 252 of vthe adjacent unit 202.

The coupling nipple 134 of each of the rear hydraulic units is connectedby a pipe 254 with the nipple 252 of the adjacent unit 203. These pipes253 and 254 function to carry iluid both to the hydraulic units and awaytherefrom in the operation of the system.

Each two adjacent units 202 and 203 have the exhaust ports provided bythe nipples 250 coupled together by the pipe 255 and this pipe couplingone pair of units 202 and 2,03 is connected by a cross-over pipe 256with the corresponding pipe 255 of the two units 202 and 2034 on theopposite side of the system. This cross-over pipe 256 has an end of thereturn iow pipe 234 connected therewith for the carrying of fluid backto the pipe 233 which couples the reservoir 200 with the pump nipple228.

Each pair of adjacent units 202 and 203 also have the supply portsprovided by the nipples 251 connected together by the pipe 257 and thesepipes 257 are connected by a cross-over pipe 258 which in turn is convnected by the pipe 259 with the pump outlet nipplev 214.

Electrical System` l control switch and this switch also controls theilow of current to the system and is connected bya wire 262 with oneside of a pus-h button on-ofl switch which is generally designated 263and whichvmay be mounted in the vehicle body in a suitable convenientlocation for the operator.

The switch 263 is connected by the conductor 264 withY the terminal 212of the `solenoid which ,contro'lsjthe by-pass valve associated with thepump. This solenoid is grounded .on one side as indicated at 265.

In the circuit the` numeral 261 designates the conventional ignitioncircuit Each pair of solenoid actuated `supply and release valves 202and 203 are series connected with the grounding cam switches 115 and 179of the adjacent front and rear wheel cams, by the conductors 266, 267and 268. The conductors 268 electrically connect together the terminals242of the adjacent pair of units 202 and 203 while the Yconductor 266connects a terminal 241 with the adjacent front wheel grounding switch115 and the conductor v267 connects the terminal 241 of the rear unit203 with the adjacent rear grounding switch 179.

The two pairs of units 202 and 203 are also electrically lconnected inparallel with the current supply conductor 264 by the conductors 269. Asshown in Fig. 24, each of these two conductors 269 is connected at oneend with the conductor or line 264 which runs between the switch 263 andthe terminal 212 of the pump and the other end of each conductor 269 isconnected with a conductor 268 which is in circuit with a pair of units202 and 203. Accordingly it will be seen that the closing or groundingof either of the front cam switches 115 will energize the solenoid ofthe associated front u nit 202 and the closing or grounding of either ofthe rear cam switches 1'79` will eiect the energization of the solenoidassociated with the corresponding rear unit 203. The effect of theclosing of these grounding switches or cam switches will be set forth inthe description of the operation hereinafter given.

Associated with the electrical system yfor the control by the vehicleoperator of the solenoids of the units 202 and 203 on either side of thesystem is a foot accelerator switch structure which is generallydesignated 270.

4The details of 'the foot accelerator switch 270 are shown in Figs. 14to 18, inclusive. In these figures the numeral 271 designates a portionof the toe-board forming a part of the `floor of a vehicle body in frontof the vehicle operators seat. This toe-board is provided with anopening 272 in which is hung the accelerator switch and the mounting forthe foot accelerator.

The accelerator switch structure comprises a top or cover plate 273which is of suflicient size to completely close the opening 272 when itis placed on the surface of the toe-board 271 over the opening and iixedto the underside of thecover plate 273 is the switch mechanism box 274which has the flange 275 about the top of the side and end walls andwhich is bolted or secured in a suitable manner as indicated at 276 tothe vunderside of the cover v273. This box is of a size to extendthrough the opening 272 -as illustrated, fand when so disposed theportion ofthe Acover 273 lying outside of the 'top of the box -issecured to the toe-board by screws, -bolts or thelike as indicated a't277.

The bottom wall of the box 274 is formed at one end 'of lthe box or thatend which would lbe under the heel of the operators foot on theaccelerator pedal, with a short bearing 273 land in axial alignment withthis bearing, when the cover 273 is in position, is a bearing sleeve 279which is carried by or formed integral with the cover 273.

Extending through the sleeve 279 and engaged at its lower end in the"bearing 27S is the accelerator pedal post 280 which carries on itsupper end a cross head sleeve 231. This sleeve has extending through itthe pivot pin 232 which also passes through `the pair of pivot ears '233which forni a part of a plate 284 and this plate is fixed in a suitablemanner to underside -o the accelerator pedal 285.

This pivoted end of the accelerator pedal is, of course, the lower endand adjacent to the upper end ofthe pedal has extending outwardly fromboth sides the arms 286 each of which has an upturned terminal stop 287for engagement by the side of the foot resting on the accelerator pedal.

At the upper end ofthe pedal 285 the underside thereof carries fthe'usual conventional means for attaching to the pedal the accelerator rod288 -as illustratedin Fig. 1:5.

The connection between the rod 288 and the accelerator pedal 205, whichconnection is designated 289, 'will be of suitable Vtype or have asuitable degree of looseness to permit a slight swinging or oscillationof the accelerator Vpedal about the axis of the pivot post` 280, wherebyro` tation of `the post 280 to the desired extent is permitted foreiiecting the closing of the switch contacts about to be described.

Within the switch box 274 there is positioned the elongate switch arm290. This arm at one end carries a collar 291 which encircles the post280 andAis locked thereto bythe cross pinV 292 so that when the post 280is turned, the arm 290 will swing transversely in the switch box.intermediate its ends the arm 290 is enlarged slightly as indicated atV293 and this renlarged, portion is located between two spring pressediingers 294 which are mounted on and dependfrom a pin or bolt 295 whichextends transversely in the switch box and passes through and issupported by a hanger`296 which is iixed to the cover plate 273 asillustrated in Fig. 17. The means here shown for fixing the hanger 296`is `a threaded stud 297 which passes vthrough the cover plate itoreceive a nut on the upper side thereof but any other suitable attachingmeans may be employed.

As shown in Fig. 17, the pin 295 has removably attached to its two endsthe discs 29S and between each of these discs and the adjacent nger 294is a spring 299. These spr-ings Afunction to constantly force thefingers inwardly toward the sides of the hanger 296 4butrit will be seenthat the ngers are "loosely mounted on the lpin 295 so that when theswitch arm 29,2 is swung ,or oscillated with the turning of the post280, one or'the other of the springs will be put under compression andwhen the foot is released from the accelerator pedal the compressedspring will return the switch arm to its straight forward switch-openposition.

The switch arm 290 carries at its forward or free end two pairs ofcontact points. These vpairs of contacts are spaced apart longitudinallyof the arm as shown in Fig. 18, and the two forwardmost contacts aredesignated v3,00 while the two rearmost contacts are designated 301. Thecontacts 300 are on opposite sides of the armas are also the contacts'301.

The forward pair of contacts 300 are located vbetween two spacedterminal contacts 302 which are insulated from the switch box coverplate 273 and depend therefrom. Each of these forward terminal contacts302 is electrically connected by a conductor 303 with ythe 'terminal 241of a unit 202. In other words, 4one Aterminal 302 -is connected with theterminal '241 of the ,unit 202 on the ri'g'ht side o`f the vehicle andthe other terminal contact 302 is electrically connected by a conductor303 with the terminal 241 of the unit202 on the left hand side of thevehicle.

The rear switch arm carried terminals 301 are also disposed between apair ofV terminal contacts which are designated 304 and these terminalcontacts are secured to the underside of and depend from the switch boxcover plate'273 and are insulated therefrom as illustrated. One of theseterminal contacts 304 is electrically connected by a conductor 305 withthe terminal 241 of the unit 203 on the right side of the vehicle andthe other terminal contact 304 is likewise connected by a similarconductor which is `designated 305 with the terminal 241 of the units203 on the left hand side of the vehicle.

It will accordingly be apparent from the foregoing that when theaccelerator pedal is swung to the right, for example, a contact 300 anda contact 301 will be brought into electrical connection with a contactterminal 302 and a terminal 304, respectively, and as the switch ann 290is grounded as indicated at 306, if the switch 263 -is closed or on,-current will be passed through the solenoids of the units 202 and 203to Veffect the actuation of the valves associated therewith to open thelatter so as to establish communication between the pipelines 253 and254 and the fluid return 'lines 234 which carry fluid from the hydraulicunits back tothe iuid reservoir. Thus both solenoidY actuated supply andrelease valves on the one side, that is the right side, of the vehiclewill be opened while the valves on the opposite or left side will remainclosed. Obviously by swinging the switch yarm 290 toward the left, thereverse operation will occur.

Cam carried grounding switches The four cam carried grounding switcheswhich are numbered 115 for the front switches and 179 for the back orrear switches, are of duplicate construction. Accordingly descriptionwill be given of one front switch 115 as illustrated in Figs. 9 and 10,and it will be under'- stood that this will apply to the construction ofthe rear switches also.

The switch 115 is mounted on one side of the cam rib 111 and forfacilitating adjustment of this switch longitudinally of the rib, therib is provided with two aligned longitudinally extending slots 307.

The switch 115 generally comprises a box 308 which is closed on one sideby the cover plate 309 xed to the perimeter of the side and end walls inIa suitable manner as by screws 310. The switch box is disposed upon theinner side of the cam rib 111 and is maintained in spaced relation withthe rib by spacers 311 through which extend mounting bolts 312 each ofwhich is secured at one end in the bottom of the box 308 while the otherend of each bolt passes through a slot 307 and through plates or washers313 placed over the slots on opposite sides of the rib and receives onits outer end the securing nut 314. Thus it will be seen that with thisarrangement the switch structure can be shifted toward or away from thelower end of the cam on which it is mounted for making slightadjustments whereby to regulate the actuation of the switch in themanner hereinafter described.

Extending tranversely through the switch box 308 and mounted in suitablebearing sleeves 315 and 316 carried respectively by the box cover 309and the bottom wall of the box, is a short rock shaft 317 one end ofwhich projects beyond the bottom of the switch box into the spacebetween the box and the adjacent rib.

Within the switch box the shaft 317 has fixed thereto between thesleeves 315 and 316 an end of a metal switch blade 318 which carries yacontact 319 on its free or outer end which is normally spaced from andadapted, upon the closing of the switch, to make electrical connectionwith the lixed contact 320 which is mounted upon and insulated from theside wall of the switch box, as indicated at 321, Also attached to theswitch blade 318 and connected like the switch blade rigidly with theshaft 317 is a linger 322 which extends in the box longitudinally of andbeyond the free end of the switch blade 318 and which has interposedbetween its free end and the wall of the switch box upon which theterminal or contact 320 is mounted, the compression spring 323. When theshaft 317 is turned in the direction to swing the contact 319 intoelectrical connection with the xed terminal 320, this linger 322 placesthe spring 323 under compression and the spring, therefore, functions toeffect the opening of the switch when the force which was applied to theshaft 317 to turn it is released.

The `conductor 266 is connected with the terminal 320 of the switch 115by the conductor 324 located in the switch box and also connected withthe terminal 320 is one side of a condenser 325 the other side of whichis slight degree of warmth within the switch box in winterV orzeroweather, whereby to `prevent possible icing of the terminals whichmight interfere with the action of the circuit and thecontrol of thesolenoid actuated supply and release valveV structures. Y

It will be understoodyof course, that for the rear switches 179 theconductors 267 will be connected to the terminals 320 of these rearswitches in the same'manner as described above.

The shaft 317 of the cam carried grounding switch has lixed to Vthe endthereof whichprojects from the switch box into the area between theswitch box and the adjacent cam rib, an end of a curved switch closingtrigger 327. This switch closing trigger is extended toward the adjacentfree end of the cam and lies along the side of the curved terminalportion 114 of the cam track and, as shown in Fig. 9, projects at itsfree end slightly beyond the face of the ca m track.' This trigger Y 327is so located as to be engaged by the adjacent flange of the camfollower roller 97, or, in the case of the rear end mechanism, theroller 163, when such roller moves to an extreme position on the camtrack and when the trigger is so engaged by the roller the shaft 317will be turned to close the grounding switch.

Operation The operation of the present invention, when the engine of themotor vehicle in which the mechanism is installed, is running, isdetermined primarily by the condition of the finger operated switch 263by which is meant whether this switch is on or olf.

For the normal ride condition of the suspension springs the front andrear body support arms 103 and 159 will be disposed, in cooperation withthe hydraulic units connected with the upper ends thereof, so that thecam follower rollers 97 and 163 respectively will engage the tracks oftheir respective cams 110 and 176 approximately midway between the endsof the tracks or at the neutral locations designated by the indicatorthereon, which indicator for the front cams as shown in Fig. 9 isdesignated 116. This setting of the mechanism parts will give to thevehicle body the conventional soft ride as the springs will be inexpanded condition to have a low rate. Also under these conditions, thevehicle body `fenders will be relatively low with respect to theunderlying wheels or tires.

Also in the normal ride condition for the suspension mechanism thesolenoids for the supply and release valves and the solenoid associatedwith the pump structure will A be de-energized. The supply .and releasevalves will acwill be idly circulated through the passages 208, 215,

227 and 228, passing through the open by-pass valve.

In order to effect the elevation of the car body above the normalelevation, the operator of the vehicle closes the switch 263 by pressingthe on button designated 2630. This action will electrically connect thesolenoid 211 of the pump .and by-pass unit, in circuit, therebyenergizing the solenoid and effecting the shifting of the valve sleeve218 upwardly to the position where the lower skirt portion 222 coversthe ports 219. This shuts off the idling circulation of the fluidthrough the system. When the idling circulation through the pump systemor pump unit is thus shut off, the huid will be forced outwardly throughthe nipple 214 into the pipeline 259 from which it will pass into thecross-over pipe 258 and from this cross-over pipe fluid will -beconducted to the pipes 257 which connect the pairs of solenoid actuatedsupply and release valves onboth sidesof the a. MANS-a Y 2 vehicle..'rom these' valves-which are inthe open con- -dition 'of the valveshowna't the left-of Fig. 13A, the fluid Will be conducted forwardlythrough the lines 253 into the cylinders of the front 'hydraulic unitsand through the lines 254 into the cylinders of the rear hydraulicunits.

As the iluid is forced 'under pressure into the hydraulic unitcylinders, the pistons and cylinders will be forced vapart and thisYaction will 'effect compression of the coil springs yassociated withthe units and Ywill also 'eifect 'the raising of the vehicle body byapplying Vthrust against 'the front and rear cams by the cam followerrollers 92 and 153, respectively. Since the cams cannot osicillate andas they are inclined forwardly and downwardly as shown in Figs. 2 and"3, the desired raising of the Vchassis frame and the body carriedthereby will be produced. This elevation of the body will continue untilthe Irollers on lthe cams are moved to a position at the lower ends ofthe cams where "the llanges of the rollers y'engage the cam Vswitchtriggers 114. The actuation of 'the vcam switch triggers will close thecam switches and 'this will effect the energi'zation of the solenoids239 associated with the supply and release valves. When these Asolenoids239 are energized the valve spools 244 will be `drawn upwardly andcommunication will be established between the forwardly Aand rearwardlydirected iluid lines 253 and "254 respectively, and the exhaust portnipples A250, permitting the fluid to iiow from the hydraulic units backby way of the pipelines 255 between the units, the' cross-over pipe 2564and the pipe line 234 to the `flu-id A"reservoir 200. vObviously whenthe iluid flows out vo'f the hydraulic lunits the separated `pistons andycylinders 'will tend to move together and the cam follower 'rollerswill =move back upwardly along the cam tracks vuntil the cam switchesare open, whereupon the solenoids 239 'of (the supply `and releasevalves will be de-energized and `Vthe fluid will be again shut off fromreturning from the Vhy'fdrauli'c cylinders and Vthe valves opened topermit the -id `to pass -frorn 'the Vpump lsupply line 259 to theFhydraulic cylinders. v

Thus as a car is vtraveii'ng along and 'inequalities of the roadwaycause the front or back running gear on either r both sides of the carto rapidly rise and fall, this "movement of the running -ge'a'r will notbe transmitted 5to the car body 'as the movement fof the running gearwill 'cause'the body support arm carried cam follower rollers to shift`back andforth on the cams, opening land closing 'the cam switches vvandvcausing a continuous sup- -iplyin'g land exhausting of fluid to thehydraulic units in "such a Vway as to 'absorb Vthe road shocks and to-main- 'fta'in both -a longitudinal -and transverse horizontal sta- Itbe 'seen from the foregoing that another object is accomplished by thepresent mechanism of pron vidngfaspring rate control cam in associationlwith the `hydraulic control and spring suspension Vunit for eachvehicle 'wheel 'wherein the cam has a surface area ffor engagement bythe body support arm carried follower roller which is contoured so as toestablish when the follower roller is therein, a low or near zero bodysup lport spring rrate, so that Vwhen the condition of the road Isurfaceis such as to cause rapid up and down move,- ments of Aa wheel, or tocause what might lbe `termed running ,gear dancing such movements willnot be transmitted 'to the overlying car body. This cam sur- 'face areaWhichperrriits a range of vertical travel of the follower roller extendsfrom the neutral vpoint fil, or "slightly above the same, to the upperdotted line location -of'the -roller as shownin Fig. 9, where suchupperrdotted line position is designated 97a.

The maximum lower position for the rollers on the '-cam ytrack alsoshown in Ydotted lines in this figure, is Vdesignated i97b.

It is common 'experience of car operators "that the steering 'of themotor "vehicle `becomes more diicult v0When k'the driverxalon'e is inthecar, particularly if the driver be of considerable weight so as to'causethe ers side of the car to be lowered. With the present invention, undersuch circumstances, if the car Abody is in the described elevatedcondition, the steeringge'ometry of the vehicle will not be affectedbecause of the fact that when the driver enters the car, causing hisside of the car to be depressed, the body support arm carried followerroller 49-7 at the left front side of the car will be moved away fromthe cam switch trigger 114, permitting the switch 'to open, which willeffect de-'energizatio'n of the associated solenoid 239 so that ,thespring Z 'of the associated valve unit will shift the valve spool 22Mdownwardly. 'Thus the exhaust port 'nipple 250 will be closed and thepump `supply line 259 will be put back into communication'with the pipeline '253 and the pump will then force fluid into the front lefthydraulic cylinder continuously luntil that side of the vehicle body jatthe front is restored by lifting to its normal o'r previous elevatedcondition, thus bringing the entire body to v'the desired level.Obviously if two persons enter the front of the vehicle causing the`front end to go down, this action will be repeated for both of thefront cam switches, that is, the switches will be opened and the iluidwill `be forced into the front hydraulic cyilnders until tlreentirefront end is restored 'to its previous elevation.

In the operation of the vehicle along -a road Vwhere there is acontinuous up and down movement at each of the cams, as the cam switches"are opened and closed, 'the presence of the condensers will cause amomentary holding of the energization of the solenoids rfor therespective supply and release Valves.

In addition to the foregoing, when the mechanism is operated in winteror` in freezing weather, the continuously opening and closing 4camswitches will cause Lcurrent to pass through the heater coils 324:1 andthus maintain a degree of warmth in the switch boxes which will preventformation of ice on the switch points 'which would interfere with thedesired operation of the mechamsm.

As will be understood from the foregoing description of the mechanism,the solenoid actuated supply andrelease valves are also readilycontrolled by theve'h'ic'le operator through the medium oftheaccelerator actuat- `ed switch mechanism. By this accelerator switchrmechanism the foperator is able Ato'eiect the simultaneous-en,-

-er'gizaton of the solenoids Vof either pair `of solenoid trifugal forceto obtain and maintain this condition.

It will be apparent from the foregoing that in "order to improve thesteering of the vehicle the operator, 'upon approaching a curve, willswing the accelerator vpedal laterally in the direction which theVehicle isto be steered. For example, if the vehicle 'is to be steeredto the right `around -a curve, the operator will swing the acceleratorpedal tothe right, thus moving the switch 'arm V29B in the samedirection and effecting Atheengagement of the right Vhand contacts 300and 301 with theadjacent'contacts 302 and 304. This will energize'thesolenoids for both supply and release valve units Lon the right handside of the vehicle and will close off communication between thehydraulic units on that side and the pump sup ply line and will open theexhaust line to cause vthe'fluid lto pass from the hydraulic units onthe right side `back through the return line Aleading to the reservoir."Obviously, therefore, as the`vehicle rounds lthe curvetothe right, theright side of the vehicle body whichwouldno'r- -mally tend toris'e,willbe lowered'andthus 'asteeringc'onydition will be established'si'milar to"the action of 'a bicycle

